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6.5 INFLUENCE OF BRT PRE-FS ON THE SHORTLISTED PROJECTS
6.5.1 OUTLINE OF THE BRT PRE-FS
(1) Progress of the BRT Pre-FS
The BRT Pre-FS commenced in November 2009 and had progressed in parallel with this JICA Study. The BRT consultants submitted the Interim Report to MoWT in February 2010, Draft Final Report in April 2010 and Final Report in May 2010.
The WB has financed the feasibility study and detailed design of BRT pilot project under its Transport Sector Development Project (TSDP). It shall include review of the BRT Pre-FS, feasibility study, the preparation of design and bidding documents, EIA/PC and a resettlement action plan and the necessary institutional set up for the implementation and management of the system for the BRT Pilot Project. The consultancy services are expected to commence in early 2011 and will take about 12 months.
(2) BRT Routes in Pre-FS and Investment Cost Requirements
According to the draft final BRT Pre-FS and its presentation to the Technical Committee on April 28, 2010, eight BRT routes have been planned for the long-term (2030) as shown in Figure 6.5.1. However, both the draft final and final reports did not show either a total BRT operation length or investment cost. The Study Team estimated the planned BRT operation length to be approximately 120 km in total (Table 6.5.1), measured from satellite photos. The total investment cost would be approximately US$ 900 million, including dedicated BRT lane construction and existing road widening for general traffic.
Source: BRT Pre-FS Final Report, May 2010, MoWT Figure 6.5.1 Planned Routes of BRT in GKMA
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Table 6.5.1 Summary of BRT and Estimated Investment Costs (Assumption) RouteNo.
BRT Route RouteLength
RoadLength*
CityCenter IC
BRTTerminal
BRTStations**
BRT InvestmentCost#
(km) (km) (No.) (No.) (No.) Mill US$A1 Jinja Rd - Kampala Rd - Bombo Rd 29.10 29.10 1 3 36 220.6A2 City Center IC - Makerere Rbt - Northern
Bypass - Kanyama Terminal (Gayaza Rd)5.80 2.40 1 7 16.2
A3 City Center IC Kira Rd (Mulago Rbt -Bukoto/Lugogo Bypass Jct)
4.90 2.50 1 6 14.8
A4 City Center IC - Wandegeya Jct -Nabweru Terminal (Hoima Rd)
9.00 7.10 1 11 48.1
B.1 City Center IC - Entebbe Rd - Queen'sWay/(Katwe Rd) - Entebbe Airport Rd
37.60 37.10 2 47 230.8
B.2 City Center IC - Kibuye Rbt - Busega Rbt 10.00 6.50 1 13 44.0
B.3 City Center IC Clock - Tower - NsambyaRoad - Gaba
10.60 9.30 1 13 62.9
B.4 Africana Rbt - Old Port Bell Rd - PortBell
10.40 8.30 1 13 56.2
CBD CBD Triangle (Ben Kiwanuka St) 1.20 1.20 2 8.1Sub-Total 118.60 103.50 1 11 148 701.8BRT Bus (12 m long) 180.0BRT Feeder System 24.0
Total 905.8Notes: *
** The number of estimated BRT stations at a average interval of 800 m, including these duplicated by route# BRT investment cost estimated based on unit price of the BRT Pilot Project in the BRT Pre-FS
Source: Assumption by the Study Team based on BRT Pre-FS Draft Final Report (Apr.2010)
Construction length of the BRT facilities (road widening for 2 BRT dedicated lanes and 4 general traffic),including BRT stations, but not counting the section length duplicated by routes.
(3) Anticipated BRT Project Implementation in BRT Pre-FS
The BRT route length, its configuration including location of bus stations, implementation schedule and costs are unclear in the BRT Pre-FS final report, except the pilot project. The Study Team assumed two implementation scenarios for the BRT development to estimate the traffic flow and volume on the GKMA trunk road network, flyovers, shortlisted road projects and junctions for the Pre-FS projects in 2013, 2018 and 2023 as shown in the following figures.
No SubNo
BRT Route Name FacilityLength(km)
2010/2011
2011/2012
2012/2013
2013/2014
2014/2015
2015/2016
2016/2017
2017/2018
2018/2019
2019/2020
2020/2021
2021/2022
2022/2023
A1 A1.1 Bombo Rd - Kampala Rd- Jinja Road (Pilot)
14.0 (Jan.2015)
A1.2 Kireka/Northern Bypass -Mukono Terminal
13.5
A1.3 Northern Bypass -Kawempe Terminal
1.6
A2 Makerere Rbt - NorthernBypass - Kanyama
2.4
A3 Kira Rd (Mulago Rbt -Bukoto/Lugogo Bypass
2.5
A4 Wandegeya Jct -Nabweru Terminal
7.1
B1 B1.1 Entebbe Rd (Kampala Rd- Kibuye Jct - Kajansi)
13.1
B1.2 Entebbe Rd (Kajansi -Airport)
24.0
B2 Kibuye Jct - Busega Rbt 6.5
B3 Clock Tower - NsambyaRoad - Gaba
9.3
B4 Africana Rbt - Old PortBell Rd - Port Bell
8.3
CBD City Center Triangle (OnBen Kiwanuka St)
1.2
Notes: Procurement (9 months) Design Construction
Operation on Dedicated BRT Lanes Operation on existing highways ( BRT shared lanes)Source: Assumed by the Study Team based on BRT Pre-FS Draft Final Report / Presentation, April 2010
2023/2030
Figure 6.5.2 Anticipated BRT Plan Implementation Schedule (Scenario 1)
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No SubNo
BRT Route Name FacilityLength (km)
2010/2011
2011/2012
2012/2013
2013/2014
2014/2015
2015/2016
2016/2017
2017/2018
2018/2019
2019/2020
2020/2021
2021/2022
2022/2023
A1 A1.1 Bombo Rd - Kampala Rd- Jinja Road (Pilot)
14.0 (Jan.2015)
A1.2 Kireka/Northern Bypass -Mukono Terminal
13.5
A1.3 Northern Bypass -Kawempe Terminal
1.6
A2 Makerere Rbt - NorthernBypass - Kanyama
2.4
A3 Kira Rd (Mulago Rbt -Bukoto/Lugogo Bypass
2.5
A4 Wandegeya Jct -Nabweru Terminal
7.1
B1 B1.1 Entebbe Rd (Kampala Rd- Kibuye Jct - Kajansi)
13.1
B1.2 Entebbe Rd (Kajansi -Airport)
24.0
B2 Kibuye Jct - Busega Rbt 6.5
B3 Clock Tower - NsambyaRoad - Gaba
9.3
B4 Africana Rbt - Old PortBell Rd - Port Bell
8.3
CBD City Center Triangle (OnBen Kiwanuka St)
1.2
Notes: Procurement (9 months) Design Construction
Operation on Dedicated BRT Lanes Operation on existing highways ( BRT shared lanes)Source: Assumed by the Study Team based on BRT Pre-FS Draft Final Report / Presentation, April 2010
2023/2030
Figure 6.5.3 Anticipated BRT Plan Implementation Schedule (Scenario 2)
The major difference between two scenarios is that the start of operation of B1.2 Kajansi – Entebbe Airport Section (24 km in length) on Entebbe Airport Road is before year 2023 in Scenario 1 and after 2023 in Scenario 2.
The Study Team assumed that BRT Route B2, Kibuye Jct – Busega Rbt, on Masaka Road should be operated by 2023 since its passenger demand is the third largest, according to the BRT Pre-FS as indicated in the following table.
Table 6.5.2 Two-way Passenger Demand by BRT Route
BRT Route Road Name Two-way PassengerDemand (per day)
A1 Jinja Rd 133,258B1 Entebbe Rd 105,503B2 Masaka Rd 82,599A1 Bombo Rd 80,670A2 Gayaza Rd 58,182A4 Hoima Rd 55,449A3 Kira Rd 37,461B3 Gaba Rd 33,058B4 Old Port Bell Rd 19,769
Source: BRT Pre-FS DFR, April 2010
(4) Conceptual Layout and Typical Section of BRT Plan
Figure 6.7.4 shows a conceptual layout plan and typical cross section at BRT station. BRT is at the median operating on dedicates lanes and its stations are located bilaterally to minimize land acquisition. It needs a minimum width of 30 m to layout BRT lanes, two general traffic lanes and two sidewalks at both sides. The width can be reduced to 23 m at normal (non-station) sections. The length of BRT station varies from 76 – 130 m depending on the required passenger capacity. Pedestrians cross at grade to access to the BRT stations.
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Source: The Study Team based on BRT Pre-FS Final Report
30 mMinimum
1300130510301034760763
Capacity of Passengers
Length of BRT Station
No of Bus-bays
1300130510301034760763
Capacity of Passengers
Length of BRT Station
No of Bus-bays
Length of BRT Station
23 m
Min
imum
Figure 6.5.4 Conceptual Layout Plan and Typical Cross Section at BRT Station
However, the Study Team has noted that:
• Roadside drainage spaces are required at both sides in the suburbs
• A minimum of 3 m width sidewalk is required for the city center
• As the existing ROW is mostly 24 – 27 m in the city center, many building demolition is required to allocate three lanes for BRT and its station, and four lanes for the general traffic
• Not applicable for Ben Kiwanuka Street since the existing ROW is only 14-15m between Mini Price Jct – Equatoria Jct.
• At grade access of passengers at the city center might cause disruption of BRT operation itself.
• As all BRT routes concentrate on Kampala Road, it might cause new traffic congestion by BRT buses after the implementation of the BRT final stage.
The Study Team recommends that these issues should be addressed in the feasibility study and detailed design of the BRT pilot project, with the involvement of stakeholders and public.
(5) Close of Kampala Road/Entebbe Road Junction to General Traffic
In the final report of the BRT Pre-FS, it has been confirmed that Kampala Road/Entebbe Road Junction will be opened for only BRT (Figure 6.5.5) and closed to the general traffic. Although the general traffic is allowed to use Nasser Road / Nkrumah Road alternatively, which are located along the railways yard in parallel with Kampala Road, the current traffic flow directing to/from the city center (CBD and commercial center) would change drastically. In addition, as three BRT stations and one BRT city center interchange are located between Entebbe Jct and Equatoria Jct, the general traffic would find it difficult to pass Kampala Road except for just accessing the buildings along it. Function of Kampala Road would change to BRT road and a services road. There seems to be two reasons behind this; one is the physical difficulty to secure 30 m standard ROW along Kampala Road, and the other is discouraging use of the private cars in the city center and divert them to the BRT.
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Source: The Study Team based on interpretation of BRT Pre-FS Final Report
Kampala RdEn
tebbe
Rd
BRT Flows Only
26.5 -27.0 mm
N
200 m
BRT Station Parliame
nt Avenu
e
Nkrumah Rd
Nasser Rd
Luwum St
Figure 6.5.5 Closure of Kampala / Entebbe Roads Junction for General Traffic
(6) No General Traffic on Ben Kiwanuka Street in CBD Triangle
In the Final Report of BRT Pre-FS, it is not clear how BRT is introduced at Ben Kiwanuka Street as the existing ROW is only 14-15 m wide between Mini Price Jct – Equatoria Jct (Figure 6.5.6). As BRT stations were planned to be located at Mini Price, no general traffic is physically possible to pass this road.
Source: The Study Team based on interpretation of BRT Pre-FS Final Report
Kampala Rd
Luwum St
Ben Kiwanuka St
Namirembe Rd
Old Taxi Park
New Taxi Park
William StBRT Station
BRT Station
BRT Station
BRT in CBD & City Center
No GenralTraffic Zone14
.6 M
15.0 M
13.8 M
Nakivubo Channel
Mini Price
To Equatoria JCT
Figure 6.5.6 ROW Width at Ben Kiwanuka Street and Location of BRT Stations
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(7) Missing Information of BRT in Final Report for Basic Design of JICA Pre-FS Projects
The BRT Pre-FS Final Report did not provide specific information required for the basic design of JICA Pre-FS projects, including:
• Implementation plan for the BRT route except for its pilot project
• Definite traffic flows (volume) by direction for junctions design, including required number of left and right turn lanes
• BRT operation frequency for signalization planning and traffic capacity check
• Geometric alignments of BRT and crossing method on roundabouts
• Specified locations and dimensions of BRT stations
• Passenger approach, either by at-grade access or pedestrian bridges
• Feeding system (by other transport modes) of passengers for BRT stations
Hence, the basic design for the shortlisted projects would need many assumptions which might be changed in the BRT FS and detailed design stage.
6.5.2 BRT ROUTES AND STATIONS IN THE DRAFT FINAL REPORT AND EFFECTS ON SHORTLISTED PROJECTS
(1) BRT Pilot Project in Interim and Draft Final Reports
The BRT pilot project in the interim report stage was 7.6 km, as follows:
• Mulago Rbt to Africana Rbt through Haji Kasule Road – Bombo Road – Kampala Road and Jinja Road (length 4.6 km)
• Entebbe Jct to Kibuye Rbt through Entebbe Road and Queen’s Way (length 3.0 km)
However, the BRT pilot project routes were changed in the Draft Final Report from Bwaise Rbt (Northern Bypass) to Kireka Rbt (Northern Bypass) through Bombo Road - Haji Kasule Road – Bombo Road – Kampala Road and Jinja Road (length 14.0 km) as shown in the following figure.
BRT Pilot Project
BRT Pre-FS Interim Report (Feb. 2010) BRT Pre-FS Draft Final Report (Apr. 2010)
Bombo Road
Haji Kasule Road
Jinja Road
Bombo Road
A1
A2
A1
A2
Kawempe Terminal To Mukono
Terminal
City Centre Interchange
KanyanaTerminal
Kyambogo Terminal
A3
Kira Terminal
To Namasuba / Kajansi / Entebbe Terminals
B1
B2Natete Terminal
Source: World Bank/Uganda
BRT PilotProjectExtension up toNorthern Bypass(Kireka)
BRT Pilot ProjectExtension up toNorthern Bypass(Kireka)
Figure 6.5.7 BRT Pilot Project in Interim Report and Draft Final Report
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Three of the five Pre-FS short-listed projects, i.e., Jinja – Kampala Rds Flyover, Lugogo Bypass Jct Traffic Safety Improvement and Jinja Road Widening (Port Bell – Banda), are located within the BRT pilot project as shown in Figure 6.5.8. The other two Pre-FS short-listed projects, Shoprite / Clock Tower Traffic Safety and Mukwano Rd Widening, are also located on the planned BRT routes of B1 and B3.
BRT Pre-FS did not show several important configurations/dimensions and implementation schedule for the overall BRT plan, which are required for the basic design level Pre-FS of the JICA short-listed projects. These are left to the feasibility study and detailed design consultant of BRT Pilot Project which will commence in early 2011 for about 12 months period. Even then, the basic concepts of BRT in the Pre-FS might be changed during the FS and detailed design stage as a result of the technical and financial reviews or public consultations.
Source: The Study Team based on BRT Pre-FS Draft Final Report, April 2010, MoWT
3.5 Jinja Rd- LugogoBypass Jct TraficSafety Improvement
3.7 Shoprite /Clock TowerJctsTraffic Safety
2.1 Jinja Rd Widening(Port Bell - Banda), 3 km
2.4 Mukwano RdWidening, includ.Mukwano Rbt & NsambyaJct Improvement, 1.8 km1.Jinja-Kampala Rds-
Queen's WayFlyovers
BRT Pilot Project
Figure 6.5.8 Short-List Projects on BRT Pilot Project Route
The Study Team has obtained new information from UNRA on June 28, 2010 that the GOU is discussing on an extension of the BRT pilot project from 14 km to 20 km. The extension will be along Bombo Road on the northern part and Jinja Road on the eastern part but not for the south along B1 route (Entebbe Road / Queen’s Way).
According to the draft TOR for FS/detailed design of BRT pilot project in the BRT Pre-FS final report, the study will concentrate on the BRT pilot corridor identified in the Pre-FS for the Development of a Long Term Integrated BRT System for GKMA. However it will also make provision for a spur route (B1) towards Entebbe.
UNRA has requested the Study Team to incorporate recommendations or suggestions to any plans and ideas, which MoWT/UNRA should considerer when carrying out the FS/detailed design of the BRT pilot project, in the Study report.
(2) Closure of Entebbe Junction to General Traffic and Change of Traffic Flows
If BRT is introduced, Kampala Rd/Entebbe Rd Junction in CBD will either be closed to the general traffic according to BRT Pre-FS Draft Final Report, or passage on it will be very much
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limited. The BRT Pre-FS suggested rerouting general traffic flows from Entebbe Road to Nsambya/Mukwano/Yusufu Lule Roads and Jinja Road as shown in the following figure.
Source: The Study Team based on BRT Pre-FS Draft Final Report
4
CityCenter
Jinja Jct
Mukwano RdWidening
Shoprite Jct& Clock
Tower Jct
Kampala Rd
Entebbe
Rd
Jinja R
d
Queen
’s Way
Katwe
Rd
Bombo Rd
KibuyeJct
Masaka Rd
Enteb
be R
d (A
irpor
t Rd)
Existing Traffic Flows Diversion Routes in BRT Pre-FSand Expected Actual Flow
Gaba Rd
Actual Diversion
EntebbeJct
No Cars onKampala Rd /
Entebbe Rd Jct,except BRT
Note
1. New Bottle Neck by BRT (Jinja Jct) 2. More
Congestion at City Center West Side
Figure 6.5.9 Rerouting of General Traffic Flow by Close of Kampala Road / Entebbe Road
Junction
As most of the traffic destination is the city center, this rerouting would cause the following problems:
• Traffic congestion at Jinja Road / Yusufu Lule Road Junction (Jinja Jct) will become a serious bottle neck.
• Accesses to the city center from the west side become worse as more congestions are anticipated with the diversion of the general traffic from Katwe/Entebbe Road to Natete Road/Namirembe Road and Kisenyi Road
• The current traffic capacity of Nsambya / Kibuli / Mukwano Roads, including Nsambya Jct and Mukwano Rbt, will become significantly insufficient.
The main traffic flow on Jinja Jct would be changed from the east - west direction to the north – south direction as shown in Figure 6.5.10 (refer to Chapter 5 as to the detailed analysis of traffic flow change by the Entebbe Jct closure).
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Yusufu Lule Rd Yusufu Lule Rd
Jinja Rd Jinja Rd
To City Center To City Center
Access Rd Access Rd(Mukwano Rbt) (Mukwano Rbt)
Note:Main Flow (LargerTraffic Volume)
BRT (Priority Pass)
Main Traffic Flow
Change of Main Traffic Flowafter Operation of BRT
Right-turnTrafficconfrictingwith BRT
Main
Tra
ffic F
low N
Source: JICA Study Team Figure 6.5.10 Change of Main Traffic Flow from East-West (Jinja Road) Direction to
North-South (Yusufu Lule – Mukwano Road) Direction by BRT Introduction
A flyover should be constructed on the direction of the main traffic flow. If BRT is introduced, Yusufu Lule - Mukwano Rds Flyover on the north-south direction would carry more traffic flow than Jinja – Kampala Rds Flyover. Hence, the Study Team recommended that Yusufu Lule - Mukwano Rds Flyover instead of Jinja – Kampala Rds Flyover to reduce traffic congestion on Jinja Junction.
(3) BRT Station at Railway Park conflicting with Kampala Road - Queen’s Way Flyover
Although some locations of BRT stations on its pilot project are not much clear in the BRT Draft Final Report, considering stations are provided at every 500 – 700 m in the city center, a BRT station would be located on Kampala Road near the railway station. A Kampala – Queen’s Way Flyover was planned in December 2009 at the time when BRT configurations were not yet clear in terms of relieving serious traffic congestion at Shoprite Junction to divert the traffic flow from Entebbe Road to said flyover.
However, since the flyover will conflict with the anticipated BRT Station at the railway park in the BRT Draft Final Report, as indicated in the following figure, this plan is required to be changed. New flyover plans should address the new traffic bottlenecks at Clock Tower Junction.
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Source: The Study Team based on BRT Pre-FS Draft Final Report
Entebbe JctBRT Station
City CenterInterchange
ParliamentBuildings
Shoprite JctBRT Station
J-K Fly
overJ-Y
Flyover
New BRTBottle Neck(ClockTower Jct)
New BRTBottle Neck(Jinja Jct)
Yusufu Lule RdJinj
a Rd
Centr
al Railw
ay
Statio
n
N
BRTStations
ExpectedBRT Station (atRailway Station)
BRT Routes
700 m
Only BRT onKampala Rd /Entebbe Rd Jct
Nile Ave
A: K-Q Flyover in G
KMA
Study Interim Rep
ort I
Jinja JctBRT Station
As a BRT station at therailway park conflict withKampala - Queen's Way (K-Q)Flyover, this plan needs to bechanged.
Figure 6.5.11 Kampala – Queen’s Way Flyover conflicting with Anticipated BRT Station
6.5.3 COORDINATION OF SHORTLISTED PROJECTS WITH BRT PLANS
(1) Coordination of Flyover Projects with BRT Plan
Introduction of BRT is a given condition for this JICA Pre-FS. The BRT plan has more priority than other road and transport plans in this Study. The BRT Pre-FS and the JICA Study have progressed in parallel since November 2009 and, therefore, there has been not much clear coordination between both plans up to March 2010, as the basic BRT configuration was not established yet.
The Study Team has modified the plans of the flyover and other shortlisted projects in June 2010, to coordinate with the BRT plan in its draft final report of April 2010, as shown in Table 6.5.3 and Figure 6.5.12.
As Jinja Road Widening (Port Bell Jct – Banda) and Lugogo Bypass Junction Improvement are located on the BRT Pilot Project route, the Study Team omitted these two short-listed projects from the Pre-FS list.
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Table 6.5.3 Summary of Coordination of Pre-FS Projects with BRT Plan Short List Project BRT
Route Affect of BRT Plan in DFR on Short List
Projects Coordination Method
1.1 Jinja-Kampala Rds Flyover
A1and A2 (On BRT Pilot)
• As Entebbe Jct is closed to the general traffic, main traffic flow at Jinja Junction will change from the east-west to the north-south direction
• BRT stations between Jinja Jct and Africana Rbt
• New bottleneck at Jinja Jct by BRT Plan
• Change to a flyover for the north-south direction, Yusufu Lule and Mukwano Rds Flyover (Y-M) to meet the main traffic flow change by BRT
• Crossing two railways lines
1.2 Jinja - Yusufu Lule Rds Flyover (Right-turn)
A1and A2 (On BRT Pilot)
• Not much influence by BRT • Jinja - Yusufu Lule Rds Right-turn Flyover as in Interim Report I
• Provide Mukwano - Jinja Rds Right-turn Flyover to reduce conflict with BRT
1.3 Kampala Rd - Queen's Way Flyover
B1, B2 and B3
• As Entebbe Jct is closed to the general traffic, not much traffic is expected on this flyover
• Anticipated BRT station at the front of railway park, where J-K flyover in-ramp was originally planed
• New bottleneck at Clock Tower Jct caused by BRT Plan
• Plan a flyover to meet new traffic flows by BRT, Mengo Hill – Nsambya/Mukwano Rds Flyover or Queen’s Way - Nsambya/Mukwano Rds Flyover, over Clock Tower Jct
2.4 Mukwano Rd Widening, including Mukwano Rbt and Nsambya Jct Capacity Improvement
B3 • Substantial traffic volume increase will be caused by rerouting the general traffic from Entebbe Road to Nsambya,/ Kibuli/ Mukwano Rds
• Dual carriageway to accommodate Mengo Hill (or Queen’s Way) – Nsambya/Mukwano Rds Flyover and Yusufu Lule – Mukwano Rds Flyover
3.7 Shoprite / Clock Tower Jcts Traffic Safety Improvement
B1 and B2
• BRT stations at Shoprite Junction • Substantial Traffic Volume increase
for Mengo Hill (or Queen’s Way) – Mukwano Rds through Clock Tower Jct
• Plan pedestrian bridges which do not conflict with the anticipated BRT stations for Shoprite Jct
• Plan a flyover to meet new traffic flows by BRT, Mengo Hill – Nsambya/Mukwano Rds Flyover or Queen’s Way - Nsambya/Mukwano Rds Flyover, over Clock Tower Jct
Source: JICA Study Team The major traffic flows on Clock Tower Junction will also be influenced by BRT in line with the closure of Entebbe / Kampala Rds Junction to the general traffic. It will also be influenced by the use of Queen’s Way for both BRT and the general traffic by widening it to six to eight lanes (refer to Section 4.3.3(4) of this report). To minimize traffic flow conflict between the BRT and the general traffic, a flyover will be necessary either from Mengo Hill Road to Nsambya / Mukwano Rds or from Queen’s Way to Nsambya / Mukwano Rds (Right-turn Flyover).
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Mukwano Rbt
Mukw
ano R
d
African
a Rbt
Old Port
Bell Rd
Wam
pewo
Ave
Garden City
Nile Ave
R
Siad
Bar
re A
ve
Parliam
ent Av
e
Parliament
Raiway
Station
Kampala Rd
Enteb
be Rd
Old TaxiPark
Quee
n's W
ay
Gaba Rd
Kibuli RdNsambya Jct
500m 1000m0m
KibuliMosque
Jinja JctMOWT
Kampala Rd - Queen's Way
Flyover (L=2.0 km)
Entebbe Jct
CBD
Jinja-Yusufu LuleRds Flyover (Right-turn) & Mukwano -Jinja Rds Flyover
N
Shoprite Jct
Clock Tower Jct
Mengo H
ill Rd
Katw
e Rd
Dual Carriageway with Railway Viaduct FromJinja Rd up to Kibuye Jct in NTMP/GKMA
Nsambya Rd
CityCommercialCenter
BRT City Center Interchange
Yusufu Lule Rd Jinj
a Rd
Note: No GeneralTraffic on KampalaRd / Entebbe RdJct except BRT
Ben Kiwanuka St
LEGEND 1: BRT Routes
A1 (Pilot) (and A2)
B1 (Pilot)
B3
CBD Triangle
Planned or AnticipatedBRT Station
Jinja –
Kampala
Rds Fl
yover
Mengo Hill – Nsambya / Mukwano Rds or Queen’s Way –Nsambya/Mukwano Rds Flyover over Clock Tower Jct
LEGEND 2: Flyovers / Viaduct
IR-I Jinja - Kampala Rds Flyover (J-K)
IR-I /
IR-IIIR-I Kampala Rd - Queen's Way Flyover
(K-Q)IR-II
IR-II
NTMP/GKMA
Jinja - Yusufu Lule Rds Flyover(Right-turn) & Mukwano - Jinja RdsFlyover (Right-turn)
Mengo Hill - Nsambya / MukwanoRds (M-M) or Queen's Way -Nsambya / Mukwano Rds Flyover,over Clock Tower JctDual Carriageway with RailwayViaduct From Jinja Rd to KibuyeJct in NTMP/GKMA
Yusufu Lule and Mukwano RdsFlyover (Y-M)
Yusufu Lule and Mukwano RdsFlyover (Y-M)
Source: JICA Study Team
Figure 6.5.12 BRT Plan and Coordination of Flyovers of Pre-FS
(2) Shoprite Junction
Three BRT lines (B1, B3 and CBD Triangle Lines) are planned to pass through Shoprite Junction. BRT stations could be located at this junction as shown in the following figure. The basic plan for pedestrians accessing the BRT station is based on at grade crossing presented in the BRT Pre-FS. It is however not clear even in the BRT Final Report as to the restriction or flow of the general traffic.
The Study Team assumed BRT lane configuration and station arrangement on Shoprite Junction at the final stage as shown in Figure 6.5.13, based on the current available information and engineering judgment for the preliminary design. Since operation of the BRT on CBD Triangle might be delayed compared with BRT Route B1, BRT lanes from Ben Kiwanuka Street could still be used by the general traffic and mini-buses. Figure 6.5.14 shows an intermediate configuration of the Shoprite Junction operation.
As there are a lot of pedestrians and bicycle taxis (boda boda) crossing the junction for traveling to/ from the central commercial center, the Study Team has planned pedestrian bridges at this junction to ensure not only safety but support of undisturbed operation of the BRT.
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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Source: JICA Study Team
Figure 6.5.13 Configuration of BRT Stations at Shoprite Junction at Final Stage (Assumption)
Source: JICA Study Team
Figure 6.5.14 Intermediate Configuration of BRT Stations at Shoprite Junction (Assumption)
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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(3) Clock Tower Junction
BRT Final Report is not clear as to BRT routes between Clock Tower Junction and Kibuye Roundabout. Thus, there would be two possible alternatives, as follows:
• Alternative 1: Use only Queen’s Way by widening it from the current two lanes to six to eight lanes for both outbound and inbound BRT and general traffic (right alignment in Figure 6.5.15).
• Alternative 2: Use Queen’s Way for outbound BRT and general traffic and Katwe Road / Mengo Hill Road for inbound BRT and general traffic (left alignment in Figure 6.5.15).
Hence, a flyover would become necessary at either:
• Between Mengo Hill Road and Nsambya/Mukwano Rds passing over Clock Tower, or
• From Queen’s Way to Nsambya/Mukwano Rds (Right-turn Flyover) passing over Clock Tower.
As a railways line is located between Clock Tower and Nsambya (Kibuli) Junction and BRT B3 was planned for Gaba, the flyover might be required to pass over these facilities in the future when BRT B3 is introduced for Gaba or depending on the resumption of the railway operation.
Source: JICA Study Team
Figure 6.5.15 Assumed Configuration of BRT Stations at Shoprite Junction (Assumption)
It should be further noted that Clock Tower Junction Improvement should be planned as a total system of the road network between Jinja Road and Entebbe Airport Road passing through Mukwano Road, Nsambya Road, Clock Tower Jct, Queen’s Way, Kibuye Rbt and Entebbe Airport Road, in line with the Dual Carriageway Railways Viaduct Plan in NTMP/GKMA and BRT Plan (refer to Section 4.3.3(4).
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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The Study Team has discussed with UNRA on June 28, 2010 whether BRT should be introduced on Queen’s Way or Katwe Road between Clock Tower Jct and Kibuye Rbt, since the Study Team needs to conduct a preliminary design for Clock Tower Junction. Both sides shared the same view that BRT should consider only widening of Queen’s Way to six or eight lanes by utilizing the existing railways ROW since Katwe Road is too narrow to accommodate BRT. Hence, a flyover between Queen’s Way and Nsambya/Mukwano Rds would have advantages compared with the Mengo Hill - Way and Nsambya/Mukwano Rds flyover.
6.6 FINAL SHORT-LISTED PROJECTS FOR PRE-FEASIBILITY STUDY
6.6.1 REVIEW OF LONG LIST
The Study Team recommended five short-listed projects, flyovers for preliminary design and other related items for the basic design level pre-FS, based on MCA and other considerations.
However, it has become clear that the short-listed projects are either directly or indirectly affected by the BRT introduction as analyzed in Section 6.5. It was further noted that the basic concepts of BRT Pre-FS might be changed during its FS and detailed design stage as a result of technical and financial reviews or public consultations.
Taking the latest development of BRT study, It was decided to conduct the Pre-FS with preliminary design for the three final short-listed projects namely, Flyover Projects, Mukwano Road Widening and Shoprite / Clock Tower Traffic Safety Improvement, in accordance with the original scope of work signed by both governments on March 1, 2007. Jinja Road Widening and Lugogo Bypass Junction Improvement will not be excluded since these duplicate with the FS and detailed design of BRT Pilot Project.
The Study Team has reviewed the MCA in Table 6.4.3 by taking the latest information from the sub-projects into account. The sub-projects in the initial long list but are located along the BRT pilot project routes were omitted from the MCA review list as their improvement, including road widening and junction improvement, shall be undertaken under the BRT FS/detailed design.
Table 6.6.1 Review of Sub-Projects in Long List No Sub-Component Name Replacement or Change Reason of Omission
or Addition Sub-Component Name in
the New Long List 1.1 Jinja-Kampala Rds Flyover Replacement by Yusufu Lule
– Mukwano Rds Flyover Yusuf Lule-Mukwano
Rds Flyover 1.3 Kampala Rd – Queen’s Way
Flyover Replacement by Queen’s Way – Nsambya / Mukwano Rds Flyover Clock Tower Jct
Queen’s Way – Nsambya / Mukwano Rds Flyover Clock Tower Jct
2.1 Jinja Road (Port Bell Jct - Banda/Northern Bypass Section)
Omission since this is on BRT Pilot Project
-
2.1a Jinja Road (Banda - Northern Bypass Section)
Omission since this is on BRT Pilot Project
-
2.2 Bombo Road (Makerere Rbt - Northern Bypass Section), including Makerere Rbt Flyover
Omission since this is on BRT Pilot Project
-
2.6 Widening of Queen’s Way and Flyover on Kibuye Rbt
Addition taking request of MoWT into account
Queen’s Way-Nsambya/Mukwano Rds Flyover (Right-turn)
3.5 Jinja Rd - Lugogo Bypass Junction Improvement
Omission since this is on BRT Pilot Project
-
Source: JICA Study Team The Study Team also reviewed requirements for widening the Makerere Hill Road from four-lane dual carriageway to six-lane carriageway road as BRT is introduced along this route. The
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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preliminary estimated cost, land acquisition and resettlement are revised as shown in the following table.
Table 6.6.2 Review of Five Levels Scores for Cost, Land Acquisition and Resettlement Evaluation Project
Component
Weight (US$ Mill) (ha) (ha) (number) (household)1.1(Phase 1) 49.83 2 0.52 79% 0.11 4 1 (0) 1 4
1.2(Phase 1) 37.67 2 2.50 74% 0.65 3 11 (2) 17 3
1.3(Phase 3) 7.08 4 0.60 100% 0.00 5 4 (0) 4 4
2.3 7.19 4 4.00 10% 3.60 1 22 >50 12.4 5.39 4 3.94 70% 1.19 2 9 (2) 15 32.5 5.95 4 0.33 90% 0.03 4 0 (0) 0 52.6 13.44 3 5.80 80% 1.16 2 15 (15) >50 13.1 0.87 5 0.12 20% 0.10 4 5 (5) 10-20 33.2 0.87 5 0.24 20% 0.19 4 1 (1) 5 43.3 0.87 5 0.24 20% 0.19 4 2 (1) 10 43.4 0.71 5 0.18 70% 0.05 4 1 (1) 5 43.6 0.87 5 0.25 0% 0.25 4 5 (5) 20-50 23.7 4.20 4 1.17 45% 0.64 3 4 (0) 4 4
Average Value 10.38 0.63Max Value 49.83 3.60Note: 1 Over 50 V.Very Large Over 1.5 Very Large >50 Large
2 20-50 Very Large 1.0-1.5 Large 20-50 Medium3 10-20 Large 0.5-1.0 Medium 10-20 Small4 3-10 Medium 0 - 0.5 Small up to 10 Very Small5 Up to 3 Small 0 None 0 (none) None
Note: Total number of buildings (Number of private buildings)
ICB(Estimate)
5-GradeScore
5-GradeScore
IndividualJunctionImprovement
ProjectNo.
Yusufu Lule -Mukwano RdsFlyover
Combinationof DualCarriageway,Flyover andJunctionImprovement
EvaluationCriteria at 5-levels
5-GradeScore
Land Acquisition ResettlementArea ofLand
required
SecuredROW
(estimate)
ROW tobe
acquired
Numberof
Buildings
Resettlement(estimate)*
Project Cost
Source: JICA Study Team The following table shows the result of the MCA review. The flyovers have still higher priority compared with other projects.
Table 6.6.3 shows a review result of Multi Criteria Analysis to be used as confirmation of the final short-listing of Pre-FS projects.
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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Table 6.6.3 Review of Multi Criteria Analysis (MCA) for New Long List
Sour
ce: J
ICA
Stu
dy T
eam
Proj
ect
Sub-
Com
pone
nt N
ame
Tota
lC
ompo
nent
Con
sist
ency
with
TMP-
GK
MA
Polic
y of
Gov
ernm
ent o
fU
gand
a on
Prio
rity
Func
tion
of R
oad
Tech
nica
lEf
fect
iven
ess
to T
raff
icJa
m
Traf
ficV
olum
e(C
urre
nt)
Proj
ect
Cos
tC
ontri
butio
n to
CBD
/C.C
ente
rD
evel
opm
ent
Sust
aina
bilit
y
Inte
rvie
wR
anki
ng b
ySt
akeh
olde
rs o
nTr
affic
Jam
*
Land
Acq
uisi
tion
Res
ettle
men
tR
equi
rem
ents
Wei
ght
12.5
%12
.5%
12.5
%12
.5%
7.5%
7.5%
7.5%
7.5%
10.0
%10
.0%
100.
0%Fl
yove
r /V
iadu
ct1.
1(P
hase
1)
Yus
ufu
Lule
- M
ukw
ano
Rds
Flyo
ver
14.5
15.3
14.8
15.9
8.7
3.8
11.1
8.1
11.8
12.4
116.
42
Res
ettle
men
t(le
ss th
an 1
0)1.
2(P
hase
1)
Jinj
a - Y
usuf
u Lu
le F
lyov
er(R
ight
-turn
) and
Muk
wan
o -
Jinj
a R
ds F
lyov
er (R
ight
-turn
)
14.5
15.3
14.8
12.7
8.7
3.8
11.1
8.1
8.9
9.3
107.
14
Res
ettle
men
t(1
0-20
)
1.3
(Pha
se 2
)Q
ueen
's W
ay -
Nsa
mby
a /
Muk
wan
o R
ds F
lyov
er (R
ight
-tu
rn)
11.6
12.3
14.8
12.7
10.8
7.5
11.1
13.5
14.8
12.4
121.
51
Res
ettle
men
t(le
ss th
an 1
0)
2.3
Mak
erer
e H
ill R
oad,
incl
udin
gSi
r Apo
llo K
aggw
a R
d Jc
t14
.512
.311
.812
.78.
77.
56.
610
.83.
03.
191
.010
Res
ettle
men
t(m
ore
than
50)
2.4
Muk
wan
o R
d, in
clud
ing
Muk
wan
o R
bt a
nd N
sam
bya
Jct C
apac
ity Im
prov
emen
t
8.7
15.3
14.8
15.9
8.7
7.5
8.9
8.1
5.9
9.3
103.
15
Res
ettle
men
t(1
0-20
)
2.5
Mut
esa
Rd
- Kaw
eesa
Rd
-K
abas
u R
d (S
outh
Inne
r Rin
gR
oad)
8.7
9.2
11.8
9.6
2.2
7.5
4.4
2.7
11.8
15.5
83.4
13N
o R
eset
tlem
ent
2.6
Wid
enin
g of
Que
en's
Way
and
Flyo
ver o
n K
ibuy
e R
bt14
.515
.314
.815
.910
.85.
68.
98.
15.
93.
110
3.0
6R
eset
tlem
ent
(mor
e th
an 5
0)
3.1
Hoi
ma
Rd
- Kim
era/
Mas
iroK
awal
a R
d Jc
t (K
asub
iJc
t)
14.5
12.3
8.9
9.6
6.5
9.4
2.2
2.7
11.8
9.3
87.1
12R
eset
tlem
ent
(10-
20)
3.2
Kira
Roa
d - A
caci
a/ B
abih
aA
v/ K
ayun
ga R
d14
.59.
211
.812
.76.
59.
44.
42.
711
.812
.495
.58
Res
ettle
men
t(le
ss th
an 1
0)3.
3K
ira R
d - N
tinda
Rd
14.5
12.3
11.8
12.7
6.5
9.4
2.2
2.7
11.8
12.4
96.3
7R
eset
tlem
ent
(less
than
10)
3.4
Port
Bel
l (N
akaw
a) -
Old
Por
tB
ell R
d14
.59.
28.
912
.74.
39.
44.
42.
711
.812
.490
.411
Res
ettle
men
t(le
ss th
an 1
0)3.
6B
en K
iwan
uka
Rd
- Luw
umSt
8.7
12.3
8.9
6.4
4.3
9.4
11.1
13.5
11.8
6.2
92.5
9R
eset
tlem
ent
(20-
50)
3.7
Shop
rite
& C
lock
Tow
erTr
affic
Saf
ety
Impr
ovem
ent
8.7
12.3
14.8
12.7
10.8
7.5
11.1
13.5
8.9
12.4
112.
73
Res
ettle
men
t(le
ss th
an 1
0)N
otes
:Th
e pr
iorit
y pr
ojec
ts re
com
men
ded
for t
he p
re-fe
asib
ility
stud
y.Th
e pr
ojec
ts fo
r whi
ch re
settl
emen
t is e
stim
ated
mor
e th
an 5
0 ho
useh
olds
and
EIA
is re
quire
d in
acc
orda
nce
with
the
envi
ronm
enta
l gui
delin
e of
JIC
A.
Sub-
Com
pone
ntN
o.
Env
iron
men
tal I
mpa
cts
25%
Con
sist
ency
with
Sup
erio
r Pl
ans
25%
Soci
o-E
cono
mic
Fac
tors
Eng
inee
ring
Fac
tors
Mul
ti C
rite
ria
Ana
lysi
s (M
CA
) Res
ults
with
Wei
ghte
d In
dex
Indi
vidu
alJu
nctio
nIm
prov
emen
t
Rem
arks
(Est
imat
ednu
mbe
r of h
ouse
hold
sre
quire
d re
settl
emen
t)30
%20
%(e
valu
ated
scor
e w
ithw
eigh
t)
Com
bina
tion
of D
ual
Car
riage
way
,Fl
yove
r and
Junc
tion
Impr
ovem
ent
Ord
er o
fPr
iori
tyby
MC
A
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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The Study Team conducted sensitivity tests by changing the weights allocated to the evaluation of main and sub-factors as indicated in Table 6.6.4. Case 1 gave 50% to the engineering factors, Case 2 gave 50% to the socio-economic factors, Case 3 gave 40% to the consistency with superior plans and Case 4 emphasized the environmental impact allocating 40%.
Table 6.6.4 Sensitivity Test Results for the MCA Component Evaluation Items Average
Standard Case 1 Case 2 Case 3 Case 4 Case 1 -Consistency with Superior Plans 25% 20% 20% 40% 20% Case 4Engineering Factors 25% 50% 20% 20% 20%Socio-Economic Factors 30% 20% 50% 20% 20%Environmental Impacts 20% 10% 10% 20% 40%
Total 100% 100% 100% 100% 100%Flyover /Viaduct
1.1(Phase 1)
Yusufu Lule - Mukwano Rds Flyover 2 1 2 1 2 1
1.2(Phase 1)
Jinja - Yusufu Lule Flyover (Right-turn) and Mukwano - Jinja RdsFlyover (Right-turn)
4 6 5 4 4 4
1.3(Phase 2)
Queen's Way - Nsambya / MukwanoRds Flyover (Right-turn)
1 2 1 2 1 1
2.3 Makerere Hill Road, including SirApollo Kaggwa Rd Jct
10 8 13 7 13 10
2.4 Mukwano Rd, including MukwanoRbt and Nsambya Jct Capacity
5 5 9 6 8 6
2.5 Mutesa Rd - Kaweesa Rd - Kabasu Rd(South Inner Ring Road)
13 12 8 13 9 12
2.6 Widening of Queen's Way and Flyoveron Kibuye Rbt
6 3 12 3 11 7
3.1 Hoima Rd - Kimera/ MasiroKawalaRd Jct (Kasubi Jct)
12 11 10 10 10 10
3.2 Kira Road - Acacia/ Babiha Av/Kayunga Rd
8 9 6 9 6 8
3.3 Kira Rd - Ntinda Rd 7 7 4 8 5 5
3.4 Port Bell (Nakawa) - Old Port Bell Rd 11 10 7 12 7 93.6 Ben Kiwanuka Rd - Luwum St 9 13 11 11 12 133.7 Shoprite & Clock Tower Traffic
Safety Improvement3 4 3 5 3 3
Notes: The priority projects recommended for the pre-feasibility study.
IndividualJunctionImprovement
Combinationof DualCarriageway,Flyover andJunctionImprovement
Evaluated Rank with Weight (%) ChangeProjectNo.
Source: JICA Study Team The results are quite stable in ranking from the 1st to 5th, with order of priorities as flyover projects (Project No. 1.1, 1.2 and 1.3), Project No.2.4-Mukwano Rd widening and Project No.3.7-Shoprite and Clock Tower Traffic Safety Improvement. The widening of Queen’s Way and Flyover on Kibuye Rbt was ranked as the 7th priority. However, as estimated resettlement is more than 50 households near Kibuye Rbt, EIA including public consultation becomes necessary.
6.6.2 FINAL SHORTLISTED PROJECTS FOR PRE-FEASIBILITY STUDY
Table 6.6.5 and Figure 6.6.1 summarize the short-listed projects (refer to Annex 3 as to profile of the short-listed projects).
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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Table 6.6.5 Final Shortlisted Projects for Pre-FS
(km) (km)1.1
(Phase 1)Yusufu Lule and MukwanoRds Flyover
1.7 1.5 Dual Carriageway (two-ways 2 lanes)
Medium Term(2018)
2
1.2 (Phase 1)
Jinja - Yusufu Lule RdsFlyover (Right-turn) &Mukwano - Jinja RdFlyover (Right-turn)
2.3 1.9 Single Carriageway Medium Term(2018)
4
1.3 (Phase 2)
Mengi Hill - Nsambya /Mukwano Rds Flyover(Right-turn)
0.6 0.5 Single Carriageway Long Term(2023)
1
2.4 Mukwano Rd Widening,including Mukwano Rbtand Nsambya Jct CapacityImprovement
1.8 - Dual Carriageway (Add.2 lanes) & Mukwano Rbtand Nsambya Jctimprovement
Medium Term(2018)
5
3.7 Shoprite & Clock TowerJcts Traffic Safety
- - Pedestrian Bridges &Separated Left-turn
Medium Term(2018)
3
Priority byMulti
CriteriaAnalysis
ProjectLength
ImplementationPeriod
Basic Project ConceptViaduct/
Flyover LengthCarriageway & Junction
Improvement
Project No Project Name
Note: A preliminary planning of a flyover on Kibuye Roundabout was included in the Study addressing to the proposal of
MoWT in line with Dual Carriageway Railway Viaduct Plan in NTMP/GKMA (refer to Annex 8 as to the plan). Source: JICA Study Team
Northern Bypass
0 1 2 3 4 5km
Bom
boR
d
Mukwano Rbt.Kam
pala Rd
.
Yusuf Lule Rd.
Hoim
a Rd.
Bombo rd. Kira Rd
.
Makerere Hil
l Rd.
Quee
n's W
ay
Jinja Rd
Port Bell RdOld Port Bell Rd
Lugogo By-pass
Mukw
ano Rd
Kamp
ala/En
tebbe
Rd
Sentema Rd
Namirembe Rd
Bombo rd.Ben Kiw anuka St
Masiro Rd
Hoima Rd.
MENGO
KYAMBOGO
Kevina RdKabus
u Rd
Tank Hill Rd
Gay a
za R
d
LEGEND-1
Northern Bypass (Grade-separate Junction)
Legend 2: Short List Projects for JICA Pre-Feasibility Study
Junctions Improvement (Signalization or Large Roundabout)
Dual Carriageway (4-lanes) construction, includingjunction improvement
4-lane Roads
2-lane Roads
Port Bell
To Mityana
To M
asak
a
To E
nteb
be
To Jinja
To B
ombo
/ Mas
indi
MAKINDYE
NAKAWA
KAWEMPE
RUBAGA
WAKISO
WAKISO
CENTRAL
MAKERERE
Gaba Rd
Northern Bypass
Flyover/Viaduct
Entebb
e Rd
2.4 Mukwano Rd Widening,1.8 km, including MukwanoRbt & Nsambya JctCapacity Improvement
Nsambya Jct
CBD /Commercial
Center
BandaEast-
West Corr
idor
East-West Corridor
East-West Corridor
N
Planned BRT Routes at the City Center by 2023
Jinja Jct
Kampala Rd.
Mukw
ano Rd
MENGO HILL
Entebb
e Rd
Jinja R
d
Queen's Way
3.7Shoprite/ClockTower Jcts TrafficSafety
1.1 Yusufu Lule -Mukwano RdsFlyover
1.2 Jinja - Yusufu LuleRds Flyover (Right-turn) & Mkwano - JinjaRds Flyover (Right-turn)
1.3 Queen's Way -Nsambya/Mukwano RdsFlyover (Right-turn)
Jinja Jct
Source: JICA Study Team
Figure 6.6.1 Final Shortlisted Projects Selected for Pre-FS
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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CHAPTER 7 PRELIMINARY DESIGN FOR PRE-FEASIBILITY STUDY PROJECTS
7.1 NATURAL CONDITIONS IN PROJECT AREA
7.1.1 GEOLOGICAL CONDITIONS
(1) Geological Condition Survey
The purpose of the geological survey is to confirm the depth of the bearing layer for flyovers and other geological information to design for other ancillary facilities by drilling the borehole and performing the Standard Penetration Test (SPT) at each point. The scope of the work is as follows:
• Boring: 6points
• SPT at 1 m interval
The scheduled and actual drilling depth of each location is as follows:
Table 7.1.1 Drilling Depth of Each Location
Number Location Scheduled depth (m) Actual depth (m)
No.1 Railway Station Park 10 10
No.2 Jinja Junction 20 18
No.3 Africana Roundabout 20 20
No.4 Cemetery 10 10*
No.5 Mukwano Roundabout 20 20.5
No.6 Garden City Roundabout 10 13.5 * Note: The first drilling terminated at 3 m because of possibly hitting hard gravel and was not able to continue
drilling. Then second point was located 1 m from the first drilling point and drilled until 10 m. Source: JICA Study Team The location of the boring points is along the flyover plan including alternative plan. Location map of the drilling point and coordinates are shown in Table 7.1.2 and Figure 7.1.1.
Table 7.1.2 Coordinates of Each Boring Location
No. Location Latitude Longitude Survey Date
1 Railway Station Park 454100 34905 28/04/2010
2 Jinja Junction 454675 35327 23/04/2010
3 Africana Roundabout 454906 35481 17/04/2010
4-1* Cemetery-1 455080 35624 23/04/2010
4-2 Cemetery-2 455080 35625 26/04/2010
5 Mukwano Roundabout 454811 35121 20/06/2010
6 Garden City Roundabout 454485 35534 23/06/2010
Source: JICA Study Team
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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Source: JICA Study Team
Figure 7.1.1 Location Map of the Boring Point
(2) Results
The results of SPT (N-value) and lithology are shown in Table 7.1.3. The geological columns of the six locations are shown in Appendix.
Table 7.1.3 Results of N Value of Each Location Location
Depth(m)
No.1 No.2 No.3 No.4 No.5 No.6
1 6 10 5 13 6 7 2 6 9 11 15 2 10 3 5 11 14 20 15 18 4 22 Qu
ater
nary
sa
ndy
silt
18 19 14 Quat
erna
ry
sand
y si
lt
14 11 Quat
erna
ry
sand
y si
lt 5 22 25 23 40 28 33 6 22 26
Qua
tern
ary
sand
y si
lt
24
Qua
tern
ary
sand
y si
lt
51 22
Qua
tern
ary
sand
y si
lt
79 7 30 25 20 86 52 89 8 35 45 39 88 26 50 9 52 40 41 71 28 35
10 40 Pre
cam
bria
n ph
yllit
e sc
hist
(w
eath
ered
)
127 45 98
Prec
ambr
ian
ph
yllit
e sc
hist
(w
eath
ered
)
13 28 11 75 60 12 30 12 21 72 12 23 13 60 76 22 30 P
reca
mbr
ian
phyl
lite
schi
st
(wea
ther
ed)
14 63 114 47 15 72 58 60 16 79 69 57 17 106 66 41 18 76 156 P
reca
mbr
ian
phyl
lite
schi
st (w
eath
ered
)
75 19 72 55 20 118
Prec
ambr
ian
phyl
lite
schi
st (w
eath
ered
)
45
Prec
ambr
ian
phyl
lite
schi
st (w
eath
ered
)
Source: JICA Study Team The stratigraphy of the upper layer consists of quaternary sandy silt and the lower layer consists of precambrian weathered metamorphic base rock. The geological cross section along Jinja and Kampala Road is shown in Figure 7.1.2. Characteristic features of each layer are as follows:
1
2
3
4
6
5
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Quaternary Sandy Silt
The thickness of this deposit layer is about 6 m in the lower location (No.2 and No.3) and 4-5 m in the upper location (No.1 and No.4). The geology consists mainly of brownish sandy silt. The N-value of this layer is between 5 and 26. Soft ground (defined as those with N-value lower than 4 for cohesive soil and lower than 10 for sandy soil) does not exist in the drilling area. The average N-value of this layer is 15.
Precambrian Base Rock (Phyllite/Schist)
Below the sandy silt layer, weathered base rock of precambrian appears and continues until the end of the drilling depth. This base rock consists of schist and phyllite, which is a type of foliated metamorphic rock primarily composed of quartz, sericite mica, and chlorite. The high contents of grey and metal-like colored mica are observed in drilling samples. The N-value of this layer is between 20 and 127. The average N-value of this layer is 64.
Water Table
The water table of each location is shown in Table 7.1.4.
Table 7.1.4 Water Table of Each Point Unit: m (from ground level)
Location No.1 No.2 No.3 No.4 No.5 No.6
Water Table N/A 3.0 1.4 N/A N/A N/A Source: JICA Study Team
Source: The Study Team
Figure 7.1.2 Geological Cross Section along Jinja and Kampala Roads
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7.1.2 HYDROLOGICAL CONDITIONS
(1) Hydrological Condition
Prior to the hydrological analysis of the Pre-FS project, basic data for the hydrological analysis shall be considered and analyzed. The design flow of the relevant catchment area will be calculated by Rational Method. The Rational Method is old; however, it is still the most available method for a wide range of catchment area up to 500 km2. In the Rational Method, the design flow is shown in the following formula:
Q=1/3.6 x106 C·I·a or Q=1/3.6 x C·I·A
Where:
Q: design flow (m3/sec)
C: Runoff coefficient
I: Rainfall intensity in time of concentration (mm/h)
A: Catchment area (km2)
a: Catchment area (m2)
(2) Catchment Area
As described in Chapter 2.2 (Natural Condition), Kampala City is divided into eight major catchment areas and several sub-catchment areas which are shown in Table 7.1.5. The detailed survey for the relevant catchment area will be performed at a later stage in this study for the hydrological design.
Table 7.1.5 Eight Major Catchment Areas in Kampala City Drainage System
No. Name Catchment Area (km2)
Number of sub-catchment area
1 Nakivubo 37.9 43 2 Lubigi 65.8 72 3 Nalukolongo 32.8 32 4 Kansanga 17.1 4A Gaba 2.1
23
5 Mayanja/Kaliddubi 41.1 12 6 Kinawataka 27.5 23 7 Nalubaga 11.0 7A Nakelere/Nalubaga 2.5
26
8 Walufumbe 14.1 8A Mayanja North 2.3
37
Source: Nakivubo Channel Rehabilitation Project (NCRP)
(3) Rainfall Analysis
1) Available Data
Daily rainfall data from 1974 to 2009 except 1982 in Kampala City were obtained from the Department of Meteorology.
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2) Frequency Analysis of Daily Rainfall
A statistical analysis was done on the rainfall data at Kampala Station as shown in Table 7.1.6 to determine the 1-day return period rainfall. Three statistical distribution methods (Gumbel, Log Normal Distribution, Log Pearson III) were calculated using the observed rainfall records. In this study, log normal distribution method is applied as this method is still the most widely used distribution in hydrological analyses and is also used in the drainage design of the Nakivubo Channel Rehabilitation Project (NCRP).
Table 7.1.6 Day Rainfall Return Period at Kampala Rainfall Station 1 Day Return Period Rainfall (mm) Duration
Method 2 5 10 20 50 100 Gumbel 58.0 70.4 78.6 86.4 96.6 104.2 Log Normal 57.8 69.9 78.1 85.9 96.1 103.9 Log Peason III 57.0 69.5 78.7 88.3 101.7 112.6
Source: JICA Study Team
7.2 FLYOVER (VIADUCT) PROJECTS
7.2.1 ALTERNATIVE PLAN STUDY
(1) Objectives and Flow of Alternative Plan Study
The objective of the Pre-FS is to determine the most technically feasible, economically viable, environmentally acceptable and socially optimal option for decongestion in Kampala urban area. The study will also determine the impact of decongestion project on poverty reduction and environment.
The purpose of the flyover project is to alleviate serious traffic jam at the Kampala urban center shown in the following figure. In particular, traffic capacity increase through flyover construction is one of the best solutions of traffic jam for Africana, Jinja, Shoprite and Clock Tower Junctions as widening of the existing Jinja and Kampala roads are impossible without demolition of many buildings along the road.
Kampala Rd Jinja Rd
Nail Avenue
Enteb
be R
d
Yusuf u Lule RdSiad B
arr e Av .
Queensw
ay
Nsambya Rd Kibuli RdMuk
wano Rd
Jinja Jct. Africana RbtSiad Barre Jct.Entebbe Jct.
Kibuli Jct.Clock Tower Jct. Shoprite Jct.
Central Station
Railway
Garden City Rbt
Mukwano Rbt
Source: JICA Study Team
Figure 7.2.1 Target Area and Junctions in Kampala City Center for Traffic Decongestion
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The approach of Pre-FS, flow of each work and its description are as shown in Figure 7.2.2.
1) Appreciation of Issues
2) Proposal of Alternatives and Options
3) Selection of Suitable Route by MCA
4) Further Study for Alignment of Suitable Route
5) Comparison of Bridge Type
6) Selection of Final Plan Source: JICA Study Team
Figure 7.2.2 Pre-FS Study Flowchart
1) Appreciation of Issues
Existing traffic issues are recognized based on the related reports and confirmed through the visual site survey, traffic volume survey, natural condition survey and so on.
2) Proposal of Alternatives and Options
Based on the traffic studies, possible alternatives and options responding to the site situation are proposed.
3) Selection of Suitable Route by Multi Criteria Analysis (MCA)
The merits and drawbacks of each alternative and option should be determined by use of MCA. The comparative data for selection is provided.
4) Further Study for Alignment of Suitable Route
Horizontal and vertical alignments for suitable route selected by the MCA are reviewed to obtain maximum effect and minimum negative impact to social environment.
5) Comparison of Bridge Type
The most suitable bridge type for the flyover is selected in consideration of the construction cost, geological survey results and landscape.
6) Selection of Final Plan
Final plan selected through the above steps is presented.
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(2) Design Standards and Typical Cross Sections
1) Applicable Design Standards
The application of proper design standards will ensure road safety, high standard service level and comfort for road users through the provision of adequate sight distance and roadway space.
The design and construction standards for new roads and bridges have been established by Ministry of Works and Transport (MoWT) in Uganda. These design standards were published as Road Design Manual and aimed to (a) maintain a degree of uniformity, particularly across administrative boundaries, (b) enable satisfactory designs to be produced, even where there is not a high degree of expertise, and (c) ensure that the funds for public works were not misspent, through inappropriate designs, or through inadequate provision for future traffic growth or current operations. The construction specification, on the other hand, is intended to be used for the rehabilitation of existing road network, construction of new highways and bridges and maintenance of existing roads and structures.
The following is the composition of MoWT’s Road Design Manual:
Vol. 1: Geometric Design Vol. 2: Hydrology and Hydraulics Design Vol. 3: Pavement Design Part I: Flexible Pavement Part II: Rigid Pavement Part III: Gravel Roads Part IV: Pavement Rehabilitation Guide Vol. 4: Bridge Design
The latest version of the manual was published in July 2005 and this supersedes the manual of November 1994.
The Road Design Manual is intended for use in the design of all rural roads in Uganda. The purpose of the manual is to give guidance and recommendations to the engineers responsible for the design of rural roads. Accordingly, as only limited description is available for urban roads in the manual, it would be necessary to refer to other design standards and manuals (such as AASHTO and Japanese Urban Road Standard) to set out some specific parameters which are not stipulated in Road Design Manual in Uganda.
2) Geometric Design Parameters
Geometric design standard was prepared as a part of the Road Design Manual in Uganda. Summary of geometric design parameters for paved road in urban and peri-urban areas are shown in Table 7.1.1. There are six design classes of road defined in the standard, i.e., design classes I, II and III for bitumen surface roads and design classes A, B and C for gravel surface roads. The Road Design Manual recommends the application of design speed of 50 km/h in urban and peri-urban areas. In urban and peri-urban areas, however, design speed less than 50 km/h should be applied due to unavoidable reasons such as land acquisition and/or irremovable buildings. Hence, standards for design speeds of 40 km/h and 30 km/h are shown in the same table.
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Table 7.2.1 Summary of Geometric Design Parameters in the Manual
Paved Ia(Dual Carriageway)
Paved Ib Paved II Paved III Gravel A Gravel B Gravel C
Design Speed km/h 50 50 50 50 50 50 50 40 30
Min. Stopping Sight Distance m 60 58 58 60 60 60 60 45 30
Min. Passing Sight Distance m 345 345 345 345 345 345 345 285 217
Min. Horizontal Curve Radius m 100 100 100 100 100 100 100 60 35
Max. Gradient (desirable) % 6 6 6 9 7 9 7 No Discription No Discription
Max. Gradient (absolute) % 8 8 8 11 9 11 9 No Discription No Discription
Minimum Gradient in cut % 0.5 0.5 0.5 0.5 0.5 0.5 0.5 - -
Maximum Superelevation: e % 4 4 4 4 4 4 4 - -
Crest Vertical Curve stopping Kmin 9 9 9 9 9 9 9 5 3
Crest Vertical Curve passing Kmin 126 126 126 126 126 126 126 86 50
Sag Vertical Curve stopping Kmin 11 11 11 11 11 11 11 8 4
Normal Cross fall % 2.5 2.5 2.5 2.5 4 4 4 - -
Shoulder Cross fall % 4 4 4 4 4 4 4 - -
Right of Way m 40 60 30 30 30 30 30 - -
Urban/Peri-UrbanDesign Element Unit e-max: 4%
Source: Road Design Manual (Vol. 1: Geometric Design), July 2005
Table 7.2.2 Headroom Road Class Headroom (m) A,B & C 5.0
Lower Road Class 4.5 Footway and Cycle way 2.5 Under High-power Cable 6.0 Under Low-power Cable 5.0
Source: Road Design Manual (Vol. 1: Geometric Design), July 2005
Finally, the Study Team recommends application of design speed of 40 km/h for the flyover because flyovers proposed by the Study Team are planned in built-up areas. Improvement to a constant high design speed would mean a substantial increase in construction cost with the commensurate increase in affected area. In addition, design speed for other roads without flyover is 50 km/h in accordance with the Road Design Manual in Uganda. Geometric parameters for design speed of 40 km/h and 50 km/h are shown below.
Table 7.2.3 Summary of Applicable Geometric Design Parameters for the Project
Design Speed km/h 40 50 Recommended Design Speed for the Flyover
Min. Stopping Sight Distance m 45 60 Uganda Design Manual
Min. Passing Sight Distance m 285 345 Uganda Design Manual
Min. Horizontal Curve Radius m 60 100 Uganda Design Manual
Min. Length of Curve m 70 80 Japanese Standard: Design Speed x 6sec.
Max. Radius for use of a spiral curve m 150 290 Uganda Design Manual: R > V3/432
Spirals Lengths mR=60→L=53m, R=80→L=40m
R=100→L=32m, R=120→L=27mR=150→L=21m
R=100→L=62m, R=150→L=41mR=200→L=31m, R=250→L=25m
R=290→L=22m
SATCC 1998: L=0.0702 x V3/ (R x C)C: Rate of increase in centripetal acceleration(m/s3); 1
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Table 7.2.4 Minimum Length for Diverging Section (Transition Rate: TR) Decrease or Increase of lane number (Source: Japanese Standard)
Design Speed (km/h) Rural Area Urban and Peri-urban Area
80 1/50 1/40 60 1/40 1/30 50 1/30 1/25 40 1/25 1/20 30 1/20 1/15 20 1/15 1/10
L = W x TR
W
Flyover Section
Plan
ProfileV.C.L
L = W x TRParallel Section
L=20m Figure 7.2.3 Merging and Diverging with Flyover (Source: Japanese Standard)
In addition, for reasons of economy, junction design speed should be set at 30 km/h (design speed of roads minus 20 km/h). Main design parameters for junction are as follows:
Lc1 (m) Ld (m), Ls (m)
Wm 3.0m
Lc2 (m)
Wm: Median Strip Width Lc1 = Length of diverging section: min. 30 m Ld = Length of deceleration section: min. 30 m Ls = Length of staking (storage) section: min. 10 m Lc2 = Ghost Island taper: min 10 x ∆W (lateral transition width) Source: JICA Study Team
Figure 7.2.4 General Configuration for Right Turn Lane
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Table 7.2.5 Width of Channel for Right and/or Left Turn (Semi-trailer Class)
Design Vehicle Outside Radius (m)
Semi-trailer 8 to 9 N/A
9 to 12 N/A 12 to 13 N/A 13 to 14 8.5 14 to 15 8.0 15 to 16 7.5 16 to 17 7.0 17 to 19 6.5 19 to 21 6.0 21 to 25 5.5 25 to 30 5.0 30 to 40 4.5 40 to 60 4.0
60 3.5 Source: Geometric Standard of Japan
3) Typical Cross Sections for Road Improvement
The Study Team set out the typical cross sections for relevant roads as shown in the figures below based on the geometric design standards in Uganda, Final Report for the BRT and required lane number for relevant intersections derived from calculation.
Typical Cross Sections Description
Jinja Road
(Station section for the BRT: Between Africana Roundabout and Jinja Junction)
3.00 0.50 3.000.503.00 3.00 3.00 3.007.000.250.25
27.50
0.50 0.50
CL
13.00
Yusufu Lule Road
(Flyover section)
3.00 0.50 9.50 0.50 3.00
42.00
3.00 3.00 3.00 3.000.5014.00
BRT LANE
3.00 3.003.00 4.00
CC
LL
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Yusufu Lule Road
(Approach Section)
Access Road
(Flyover Section)
Source: JICA Study Team Figure 7.2.5 Typical Cross Sections for Existing Road Improvement
(3) Alternative Routes and Project Concept
1) Existing Traffic Condition at Bottleneck Points
Non-interrupted flow sections and interrupted flow sections exist on road. The former means high class roads (i.e., highway) in which access control is applied while the latter means low class roads which are provided with access to each road. Traffic congestion and delay on interrupted flow sections are usually caused by existence of an intersection and/or a roundabout.
In Kampala City, a rapid traffic volume increase has been generating some bottleneck points. Jinja, Clock Tower, Shoprite Intersection and Africana, Mukwano, Garden City Roundabout are notably located as main bottleneck points. Existing conditions of these junctions were evaluated as follows by use of the traffic survey results by the Study Team.
Table 7.2.6 Existing Conditions of Main Bottleneck Points
Intersection Roundabout Indicator
Jinja Shoprite Clock Tower Africana Mukwano Garden
City A.M. 1.15 1.72 1.01 - - - Saturation P.M. 1.10 1.07 1.03 - - - A.M. - - - 158.7sec 37.8sec 1913.1secDelay
Time* P.M. - - - 148.7sec 20.9sec 1089.7sec*: per 15minutes Source: JICA Study Team
Evaluation indicators are respectively different for an intersection and a roundabout. A signalized intersection is normally evaluated by use of saturation degree as follows:
3.00 0.50 3.000.503.00 3.00 3.00 3.00
13.00
0.250.25
32.50
CC
LL
3.000.50 3.00 3.00
0.250.25
5.00 0.503.00
30.50
CC
LL
3.00 3.00 3.00 3.00
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Table 7.2.7 Evaluation of Signalized Junction by Saturation Degree
Source: JICA Study Team
On the other hand, according to the Highway Capacity Manual (HCM), a roundabout is evaluated by level of service (LOS) derived from control delay for each lane. LOS criteria are given in Table 7.2.8 below:
Table 7.2.8 Level-of-Service Criteria for Roundabouts
*Delay: Definition of delay is a time lag between non-interrupted flow (case of no interrupted facilities such as intersection) and interrupted flow.
Source: Highway Capacity Manual
The computed results for Jinja, Shoprite and Clock Tower indicate that intersection capacity is not sufficient for the existing traffic volume. Additionally, saturation degree which is over 1.0 means the impossibility to control by existing configuration such as lane number and phasing of the traffic signal. The LOS of Africana Roundabout and Garden City Roundabout is categorized into level “F”. The HCM recommends at least level “C” in urban area.
2) Considerable Future Plan (BRT)
The Ugandan government and World Bank are now studying the introduction of the BRT in Kampala City. According to the Interim Report, the BRT is introduced on the following roads:
Kampala Rd Jinja Rd
Nail Avenue
Enteb
be R
d
Yusuf u Lul e R
d
Siad B
a rr e Av.
Queens w
ay
Nsambya Rd Kibuli RdMuk
wano Rd
Jinja Jct. Africana RbtSiad Barre Jct.
Kibuli Jct.Clock Tower Jct.Shoprite Jct.
: Route for the BRT
Source: JICA Study Team
Figure 7.2.6 BRT Routes Proposed by BRT Pre-FS in Final Report (May 2010)
Saturation Degree Situation 0.8 > S Desirable Situation
0.8 ≤ S ≤ 1.0 Acceptable Situation 1.0 < S Capacity Shortage (Bottleneck)
Level of Service (LOS) Average Control Delay (s/veh) A 0 - 10 B 10 - 15 C 15 - 25 D 25 - 35 E 35 - 50 F >50
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As regards lane number for general vehicles, 2-lane for each direction will be allocated. However, shoulders and on-parking spaces will disappear (see figure below). Additionally, the usage of Entebbe/Kampala Junction by public vehicles will be restricted.
30003000
23000
20003000300030003000500 5002000
Source: JICA Study Team
Figure 7.2.7 Typical Cross Section with BRT at Off Station Section
For these reasons, as discussed in Chapter 5, traffic between the CBT and Jinja side will be diverted from Kampala Road to Nile Avenue-Yusufu Lule Road and/or Nsambya Road-Mukwano Road.
3) Project Concepts and Alternatives
The flyover project concept is dictated by the required road functions. Given the above mentioned situations, the required road functions are defined as follows:
• To increase traffic capacity at bottleneck points,
• To accommodate future traffic demand and flow,
• To consider the future plan such as the BRT,
• To consider minimizing the negative impacts to social environment, and
Finally, based on the above concepts:
• To create smooth traffic flow in urban area
The following alternatives were proposed as scenarios corresponding to the concepts of the flyover project as mentioned above.
A: Jinja Road – Kampala Road - Queens Way-Yusufu Lule Road Flyovers
The purpose of Jinja – Kampala Roads (J-K) Flyover is basically to provide a substantial traffic jam solution for Africana Roundabout, Jinja Intersection and Siad Barre Avenue Intersection by continuously crossing over these three junctions. Also, three Flyovers are added for right turn traffic, i.e., from Jinja Road to Yusufu Lule Road and Nile Avenue and from Mukwano Road to Jinja Road, which are often interrupted by the BRT. J-K Flyover together with these three Flyovers will fulfill such function.
Additionally, the purpose of Kampala Road – Queen’s Way (K-Q) Flyover is to alleviate the traffic jam at Shoprite Intersection and Clock Tower Intersection through a bypass that partially accomodates the south-north traffic between Kampala Road and Clock Tower Junction.
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Phase Jinja-Kampala-Yusufu Lule + Kampala-Queen’s Way Flyovers
1
J↔K Flyover starts from the front of the central station park then overpassing Siad Barre Intersection and lands at about 450 m after Africana Roundabout. Route of J-K Flyover overlaps the BRT Pilot Project Route proposed by WB.
Project Length: 1,960 m of which Bridge and Retaining Wall Section: 1,560 m
2
Kampala
Nile
Mukwano
Yusufu
Old Port
Entebbe
Nsam
bya
Queen's
Station
2-1: J→Y Flyover, M→J Flyover 2-2: Y→N Flyover These three Flyovers accommodate the right-turn traffic which is interrupted by the BRT. J-Y Flyover diverges from J-K Flyover and lands in front of the Golf Course Hotel. Y-N Flyover diverges from J-Y Flyover and lands at Nile Avenue. M-J Flyover starts from the crossing point of Press House Road on Mukwano Road. and converges to J-K Flyover.
Project Length: 2,290 m of which Bridge and Retaining Wall Section: 2,085 m
3
Kampala
Nile
Mukwano
Yusufu
Old Port
Entebbe
Nsam
bya
Queen's
StationJinja
K→Q Flyover starts from central station park and connects to Queen’s way through railway land. K-Q Flyover is operated as one-way from north to south and plays a role of a bypass for the section between Kampala Road and Clock Tower Junction.
Project Length: 1,800 m of which Bridge and Retaining Wall Section: 1,740 m
Source: JICA Study Team
Figure 7.2.8 Alternative and Options for J-K-Q-Y Flyover
2‐way Main Road 2‐way Flyover 1‐way Flyover BRT Route No through zone
JinjaKampala
Nile
Mukwano
Yusufu
Old Port
Entebbe
Nsam
bya
Queen's
Station
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B: Yusufu Lule – Mukwano – Jinja + Clock Tower Flyovers
The purpose of Yusufu Lule – Mukwano Roads (Y-M) Flyover is basically to provide a substantial traffic jam solution to the future traffic demand and flow by overpassing Jinja Intersection, Garden City Roundabout and Mukwano Roundabout. Also, three Flyovers are added for right turn traffic (from Jinja to Yusufu and Nile, from Mukwano to Jinja) which is interrupted by the BRT. Y-M Flyover together with these three Flyovers will fulfill such function.
Additionally, the purpose of Clock Tower Flyover is to alleviate the traffic jam at Clock Tower Intersection because main traffic flow will be changed from south-north to east-west under the new restriction of the introduction of the BRT.
Phase Yusufu-Mukwano-Jinja + Clock Flyover
1
Y↔M Flyover overpasses Jinja Junction, Garden City Roundabout and Mukwano Roundabout. In this plan, north-south line (Yusufu Lule Road-Mukwano Road) is supposed to be a main traffic line and is linked by continuous 2-lane bridge. This bridge starts in front of Kampala Golf Course and lands on the widened Mukwano Road.
Project Length: 1,660 m of which Bridge and Retaining Wall Section: 1,550 m
2
Kampala
Nile
Mukwano
Yusufu
Old Port
Entebbe
Nsam
bya
Queen's
StationJinja
2-1: J→Y Flyover M→J Flyover 2-2: Y→N Flyover Functions of these three Flyovers are same as J-K’s Flyovers. J-Y Flyover overpasses Africana Roundabout, Jinja Intersection and Garden City Roundabout and then converges to Y-M flyover. Y-N Flyover diverges from J-Y Flyover and lands at Nile Avenue. M-J Flyover diverges from Y-M Flyover and overpasses Mukwano Roundabout, Jinja Junction and Africana Roundabout.
Project Length: 2,245 m of which Bridge and Retaining Wall Section: 2,190 m
Kampala
Nile
Mukwano
Yusufu
Old Port
Entebbe
Nsam
bya
Queen's
StationJinja
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3
Kampala
Nile
Mukwano
Yusufu
Old Port
Entebbe
Nsam
bya
Queen's
StationJinja
Clock Tower Flyover shares the traffic flow which crosses from west to east on Clock Tower Intersection. It starts from Mengo Hill Road and overpasses Clock Tower Intersection and then lands before the level crossing on Nsambya Road.
Project Length: 550 m of which Bridge and Retaining Wall Section: 300 m
Source: JICA Study Team
Figure 7.2.9 Alternative and Options for Y-M-J+Q Flyovers
7.2.2 EVALUATION OF ALTERNATIVE PLANS
(1) Evaluation Method and Criteria
The most preferable route is examined in this sub-chapter. Selection of preferable route should not only consider the economic viewpoint but also take into account the negative impact to social environment and project effect to decongestion. Hence, the most preferable route is selected based on the following criteria.
Table 7.2.9 Criteria for Selection of Preferable Route and Option Main Criteria Sub-Criteria and Description
Consistency with the BRT Consistency during construction stage Any conflict such as necessary road width
Social Environment
Number of resettlement and buildings to be demolished - Private - Public
Area of land acquisition - Private - Public
Economic Efficiency Project cost Hypothetical obligation cost: Simple comparative
indicator for decision of priority in projects. Formula: Project cost/c.p.u.-km
Traffic Demand Future traffic demand
Contribution to Decongestion Saturation at intersection Delay time at roundabout Source: JICA Study Team
(2) Evaluation and Comparison of both Flyover Projects
1) Coordination with the BRT Pilot Project
As mentioned before, the BRT will be introduced at Kampala Road and Jinja Road as a pilot project. Decongestion is also one of the purposes of the BRT project. Hence, collaboration and harmonization between the BRT project and flyover project are key issues for the success of decongestion in the urban area of Kampala. Issues between the BRT and both flyover projects
2‐way Main Road 2‐way Flyover 1‐way Flyover BRT Route No through zone
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(JKY+KQ and YMJ+C) are shown in following table to avoid conflicts.
Table 7.2.10 Coordination with the BRT Plan
JKY+KQ Flyover YMJ+C Flyover
Route J-K Flyover overlaps the BRT Pilot Project route.
Right turn Flyovers (J-Y Flyover and M-J Flyover) overlap BRT
Pilot Project route.
Plan & Design
Detailed data such as exact location of stations, configuration and exact cross section are required for the design of J-K-Q-Y Flyover. Hence, design of flyover should await the completion of the detailed design of the BRT.
Design of flyover can proceed based on
assumptive conditions.
Cross Section
13000
3000
150035001500 15003500
32500
3000 6750
25030003000500
6750 3000
250 30003000
30003000500 500
500
Normal Bridge Section W=32.5 m
7250 7250
3000 6750
25030003000500
30003000500 500 6750 3000
250 30003000
41000
500
3500 7501500 750 3500 1500
Approach Section W=41.0 m
39500
32503000 32504000
72503500 7501500
7250
500
6750 3000
250 30003000
750 3500 1500
3000 6750
30003000500 250 500
At Station Section W=39.5 m
Typical cross sections in Sub-chapter 7.2.3
are applied.
Construction J-K Flyover must be constructed together with the BRT Pilot. It means that it is necessary to prepare budget for flyover together with the BRT Project.
Y-M Flyover will not be dependent on the BRT Pilot Project.
Source: JICA Study Team
2) Social Environment
So far, J-K Flyover has the most negative impact to social environment. Demolition of 14 high buildings along Kampala Road and Jinja Road (between Entebbe/Kampala Intersection and Jinja Intersection) is required for the construction of J-K Flyover with the BRT. If the BRT project is cancelled, demolition of 14 buildings might be avoided because typical cross section fits within the existing road width. Negative impacts to social environment by other flyover and Flyovers
Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010
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are not so significant. Most of the buildings required to be demolished for flyover and Flyover construction are properties of the government. Note that the area and number of buildings in this sub-chapter are rough estimations for purposes of comparison. Hence, this result is not the final data for the resettlement in this project.
Table 7.2.11 Impact on Social Environment
I J-K Flyover 14 Jinja Rd 3 Mogas1 house (MOWT)1 house (MOL)1 house (U.E.C.***)
4,315m2 5,730m2
J-Y Right Turn Ramp
M-J Right Turn Ramp
Y-N Left Turn Ramp
III K-Q Flyover 2 Central Station (part) 0 - - 25,270m2 (Railway: 25,270m2) 2,860m2
16 3 9 33,925m2 (26,680m2) 19,710m2
2 0 8 - - -
I Y-M Flyover (Dual) 0 - 0 - - 18,090m2 (Railway:2,680m2) 340m2
I' Y-M Flyover (Single) 0 - 0 - - 13,485m2 (Railway:2,215m2) 210m2
J-Y Right Turn Ramp - -5 houses (MOWT)4 houses (MOL)
M-J Right Turn Ramp - -4 houses (U.E.C.***)1 Power Transformer
Y-N Left Turn Ramp - - -
III Clock Tower Flyover 1 Uganda Telecom 0 - 1 Posta Uganda 1,750m2 2,500m2
1 2 15 31,215m2 (4,895m2) 12,155m2
1 2 11 - - -*Total (1): With BRT Project**Total (2): Without BRT Project*U.E.C.: Uganda Electral Commision
Total (2)**
Total (2)**
Building demolition (no.) Land AcquisitionPrivate
Public Private PublicBuildgs Houses
4,340m2 (Railway:1,410m2) 11,120m2
II 0
II 0 - 0 -2 houses (MOWT)3 houses (U.E.C.***)1 Power Transformer
Total (